WO2011104808A9 - Véhicule - Google Patents

Véhicule Download PDF

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Publication number
WO2011104808A9
WO2011104808A9 PCT/JP2010/052692 JP2010052692W WO2011104808A9 WO 2011104808 A9 WO2011104808 A9 WO 2011104808A9 JP 2010052692 W JP2010052692 W JP 2010052692W WO 2011104808 A9 WO2011104808 A9 WO 2011104808A9
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WO
WIPO (PCT)
Prior art keywords
signal
power switch
charging
vehicle
power
Prior art date
Application number
PCT/JP2010/052692
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English (en)
Japanese (ja)
Other versions
WO2011104808A1 (fr
Inventor
光谷　典丈
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to CN201080064689.4A priority Critical patent/CN102770301B/zh
Priority to JP2012501547A priority patent/JP5273288B2/ja
Priority to US13/580,652 priority patent/US9030164B2/en
Priority to DE112010005299.9T priority patent/DE112010005299B4/de
Priority to PCT/JP2010/052692 priority patent/WO2011104808A1/fr
Publication of WO2011104808A1 publication Critical patent/WO2011104808A1/fr
Publication of WO2011104808A9 publication Critical patent/WO2011104808A9/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/10—Driver interactions by alarm
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a technique for detecting whether or not an abnormality has occurred in a vehicle in which an internal power storage device can be charged by an external power supply, and charging from the external power supply to the internal power storage device has occurred.
  • Patent Document 1 describes a charging path in an electric vehicle capable of charging a power storage device provided in the vehicle with electric power supplied from an external power source when charging the power storage device from the external power source.
  • a control device for identifying the abnormality is provided. This control device identifies that an abnormality has occurred in the charging path outside the vehicle when the current input from the external power supply during charging is substantially zero and the voltage input from the external power supply is not an AC voltage corresponding to the external power supply. To do.
  • Patent Document 1 when the power storage device is charged with an external power source, the control device performs a process of specifying an abnormality in the charging path. However, if the control device does not operate at the time of charging due to a failure of the power switch or the like, it is not possible to perform the processing itself that specifies the abnormality of the charging path.
  • the present invention has been made to solve the above-described problems, and an object of the present invention is to provide an abnormality in which an internal power storage device cannot be charged with an external power supply in a vehicle that can charge the internal power storage device with an external power supply. It is to detect whether or not this occurs before charging.
  • the vehicle according to the present invention is a vehicle that can be connected to an external power source.
  • the vehicle includes a first power storage device that stores electric power for obtaining driving power of the vehicle, a charging device that performs a charging process for charging the first power storage device with power from an external power source, and an external power source connected to the vehicle.
  • a first power switch that is turned on in response to a connection operation performed by the user and supplies power for operating the charging device to the charging device, and activated in response to a user performing an operation different from the connection operation.
  • a control device forcibly outputs an on signal for turning on the first power switch to the first power switch when operating in response to different operations, and the first power switch is turned on in response to the on signal. Based on whether or not the charging process has been performed, it is determined whether or not there is an abnormality in which the charging process cannot be performed.
  • the different operation is a start operation for making the vehicle ready for traveling.
  • the control device outputs an ON signal to the first power switch when operating in response to the start operation and when the external power source and the vehicle are not connected.
  • the control device determines that an abnormality has occurred and warns the user that an abnormality has occurred.
  • the vehicle is provided with a second power storage device that stores electric power for operating the charging device and the control device, and a second power source that is provided between the control device and the second power storage device and is turned on in response to a different operation.
  • a switch is provided.
  • the charging device is connected to the second power storage device via the first power switch.
  • the control device outputs an on signal to the first power switch while the second power switch is on.
  • control device is connected to the second power storage device via the first power switch and is always connected to the main device connected to the second power storage device via the second power switch.
  • auxiliary device that operates the main device by outputting an ON signal to the first power switch in accordance with the connection operation.
  • the main device outputs a request signal requesting to turn on the first power switch to the sub device while the second power switch is on.
  • the sub device forcibly outputs an ON signal to the first power switch when receiving the request signal from the main device.
  • control device outputs an off signal for turning off the first power switch while the first power switch and the second power switch are on, and the first power switch is turned off according to the off signal. If it is not detected, it is determined that there is an abnormality in which the first power switch is stuck in the on state.
  • the present invention in a vehicle that can charge an internal power storage device with an external power supply, it is possible to detect before charging whether or not an abnormality has occurred that prevents the internal power storage device from being charged with the external power supply.
  • FIG. 1 is a schematic configuration diagram of a vehicle 1 including a control device according to the present embodiment.
  • Vehicle 1 includes an engine 120, a first motor generator (hereinafter “motor generator” is referred to as “MG”) 141, and a second MG 142.
  • MG motor generator
  • MG 140 vehicle 1 is a hybrid vehicle that travels with the power of either engine 120 or MG 140.
  • the vehicle 1 includes a high-voltage power supply B1, a low-voltage power supply B2, a power control unit (hereinafter also referred to as “PCU”) 160, a power split mechanism 200, an air conditioning unit 300, a display device 310, and a control device 600. And including.
  • PCU power control unit
  • the power generated by the engine 120 is distributed to the two paths of the drive wheel 180 and the first MG 141 by the power split mechanism 200.
  • the MG 140 functions as a generator or a motor depending on the traveling state of the vehicle 1.
  • the rotation shaft of second MG 142 is connected to drive wheel 180 via reduction gear 160 and drive shaft 170.
  • the high voltage power supply B1 stores electric power for operating the MG 140 to obtain the driving force of the vehicle 1.
  • the high-voltage power supply B1 is typically a DC secondary battery such as nickel hydride or lithium ion. Note that a large-capacity capacitor may be used instead of the secondary battery.
  • the rated voltage of the high voltage power supply B1 is about 280 volts, for example.
  • the PCU 160 is provided between the high voltage power source B1 and the MG 140. Inside PCU 160, a converter that performs voltage conversion between high voltage power supply B1 and MG 140, an inverter that controls a current exchanged between high voltage power supply B1 and MG 140, and the like are provided.
  • a system main relay (hereinafter referred to as “SMR”) 161 is provided between the high-voltage power supply B1 and the PCU 160. When the SMR 161 is on, the high voltage power supply B1 and the PCU 160 are electrically connected.
  • SMR system main relay
  • the air conditioning unit 300 performs air conditioning (cooling or heating) in the vehicle 1 in accordance with a command from the control device 600.
  • the air conditioning unit 300 is controlled in one of the operation modes of normal operation and pre-air conditioning operation.
  • the normal operation is a mode in which air conditioning is performed according to the user's operation when the user is in the vehicle 1.
  • the pre-air conditioning operation is a mode in which air conditioning is performed in response to a predetermined start condition being met even before the user gets on the vehicle 1.
  • the pre-air conditioning operation start condition is, for example, a condition that the time specified by the user has come, or a condition that a remote operation requesting the user to start pre-air conditioning is detected.
  • the display device 310 displays various information related to the state of the vehicle 1 in response to a command from the control device 600.
  • the user can confirm the state of the vehicle 1 by looking at the information displayed on the display device 310.
  • the vehicle 1 is a so-called plug-in hybrid vehicle that can charge the high-voltage power supply B1 with electric power from the external power supply 20. Therefore, the vehicle 1 includes a charging system for charging the high-voltage power source B1 with power from the external power source 20.
  • This charging system includes a charging device 190 and a charging port 191.
  • the charging port 191 is a power interface for receiving power from the external power supply 20.
  • the user When charging from the external power source 20 to the high voltage power source B1, the user connects the connector 21 connected to the external power source 20 to the charging port 191.
  • the plug-in signal P is output from the charging port 191 to the control device 600.
  • the charging device 190 is electrically connected to the charging port 191 and the high voltage power source B1. In the charging mode in which charging from the external power source 20 to the high voltage power source B1 is performed, the charging device 190 supplies the high voltage power source B1 with power obtained by converting the power from the external power source 20 into power that can be charged to the high voltage power source B1.
  • the low-voltage power supply B2 stores electric power for operating devices such as the PCU 160, the air conditioning unit 300, the charging device 190, the SMR 161, and the display device 310.
  • the rated voltage of the low-voltage power supply B2 is, for example, about 12 volts, and is lower than the rated voltage of the high-voltage power supply B1.
  • the devices that operate with the power supplied from the low-voltage power source B2 are collectively referred to as “low-voltage devices”.
  • the control device 600 is an electronic control unit (ECU) including a CPU (Central Processing Unit) (not shown) and a memory.
  • ECU electronice control unit
  • CPU Central Processing Unit
  • Signals from a plurality of sensors (not shown) (for example, information indicating the amount of operation of the accelerator pedal or information indicating the vehicle speed) are input to the control device 600 via a harness or the like.
  • the control device 600 controls the low-pressure equipment based on a result of executing a predetermined calculation process based on signals input from the sensors and information stored in the memory.
  • FIG. 2 is a schematic diagram of a start-up circuit for low-voltage equipment.
  • the activation circuit includes two power switches, a main relay 40 (hereinafter referred to as “MR40”) and a plug-in main relay 50 (hereinafter referred to as “PIMR50”).
  • MR40 main relay 40
  • PIMR50 plug-in main relay 50
  • the low-voltage equipment is connected to the low-voltage power supply B2 via the MR40.
  • the charging device 190 is connected not only to the low voltage power source B2 via the MR 40 but also to the low voltage power source B2 via the PIMR 50.
  • the control device 600 includes a main microcomputer 610 (hereinafter also referred to as “MMC 610”) and a sub microcomputer 620 (hereinafter also referred to as “SMC 620”).
  • SMC 620 includes an OR circuit 621. These circuits also function as starting circuits for low-voltage equipment.
  • MMC 610 controls traveling and air conditioning of the vehicle 1.
  • MMC 610 also functions as a part of the charging system, and controls charging device 190 to control charging of high-voltage power supply B1. Similar to the charging device 190, the MMC 610 is not only connected to the low-voltage power source B2 via the MR 40, but also connected to the low-voltage power source B2 via the PIMR 50.
  • the SMC 620 activates the charging system mainly by turning on the PIMR 50.
  • the SMC 620 is always connected to the low voltage power source B2, and is always activated with low power consumption.
  • the operation mode of the vehicle 1 includes a travel mode in which the vehicle 1 travels and air-conditions, and a charge mode in which the external power source 20 charges the high-voltage power source B1.
  • an ignition request signal IGreq is input to the OR circuit 630 from another ECU (not shown).
  • the operation requesting the travel mode is, for example, an operation in which a user turns on a start switch or an ignition switch (not shown) to start the vehicle 1, or a remote operation in which the user requests the start of pre-air conditioning. is there.
  • the OR circuit 630 outputs a signal for turning on the MR 40 to the MR 40 when the ignition request signal IGreq is changed from being not inputted to being inputted (when the ignition request signal IGreq is changed from OFF to ON). . As a result, the MR 40 is turned on.
  • the power of the low-voltage power source B2 is supplied to the low-voltage equipment via the MR 40, and the low-voltage equipment is activated.
  • the SMR 161 changes from off to on, and the high voltage power supply B1 and the PCU 160 are electrically connected.
  • the vehicle 1 can travel by the MG 140 (hereinafter also referred to as “Ready-ON state”).
  • the power of the low-voltage power supply B2 is also supplied to the MMC 610.
  • the electric power input from the low voltage power source B2 to the MMC 610 via the MR 40 is also referred to as “signal IG”.
  • the MMC 610 is activated when the signal IG is input.
  • the MMC 610 After the signal IG is input to the MMC 610, the MMC 610 outputs a signal IGkeep for holding the input of the signal IG to the OR circuit 630.
  • the OR circuit 630 When the signal IGkeep is input, the OR circuit 630 outputs a signal for turning on the MR 40 to the MR 40.
  • MR 40 is held on and MMC 610 is held in the operating state.
  • the MMC 610 controls the operation of the low-pressure equipment and causes the vehicle 1 to travel in a desired state.
  • the air conditioning unit 300 is controlled based on the pre air conditioning request signal ACreq input from another ECU to perform the pre air conditioning operation. This operation mode is the “traveling mode”.
  • the charging mode will be described.
  • the plug-in signal P is input from the charging port 191 to the OR circuit 621 of the MMC 610 and SMC 620.
  • the OR circuit 621 sends a signal for turning on the PIMR 50 via the OR circuit 640 when the plug-in signal P is changed from being not inputted to being inputted (when the plug-in signal P is changed from OFF to ON). To output to PIMR50. Thereby, PIMR 50 is turned on, and the electric power of low-voltage power supply B ⁇ b> 2 is supplied to charging system including charging device 190 and MMC 610 via PIMR 50. Thereby, a charging system is started. At this time, since the air conditioning unit 300 and the like that are not required for charging are not started, wasteful power consumption is suppressed.
  • the electric power input to the main from the low-voltage power supply B2 via the PIMR 50 is also referred to as “signal IGP”. Therefore, the MMC 610 is activated when the signal IG is input and also activated when the signal IGP is input.
  • the MMC 610 After the signal IGP is input to the MMC 610, the MMC 610 outputs the signal IGPkeep for holding the input of the signal IGP to the OR circuit 640.
  • the OR circuit 640 When the signal IGPkeep is input, the OR circuit 640 outputs a signal for turning on the PIMR 50 to the PIMR 50. As a result, the PIMR 50 is kept on, and the MMC 610 is kept in the operating state. Thereafter, MMC 610 controls the operation of charging device 190 to charge external power supply 20 to high voltage power supply B1. This operation mode is the “charging mode”.
  • the MMC 610 is activated in response to the ignition request signal IGreq changing from OFF to ON in the travel mode, and is activated in response to the plug-in signal P changing from OFF to ON in the charging mode. .
  • the MMC 610 cannot start itself while it is stopped.
  • the MMC 610 can maintain itself in an operating state by the output of the signal IGkeep or the signal IGPkeep.
  • the MMC 610 can stop itself by stopping the output of the signal IGkeep or the signal IGPkeep. For example, MMC 610 stops the output of signal IGPkeep when the charging of high voltage power supply B1 is completed in the charging mode. As a result, the PIMR 50 is turned off and the MMC 610 is stopped.
  • the OR circuit 621 of the SMC 620 outputs a signal for turning on the PIMR 50 via the OR circuit 640, triggered by the plug-in signal P changing from OFF to ON.
  • PIMR 50 is turned on, and the charging system including charging device 190 and MMC 610 is activated.
  • the charging system including the charging device 190 and the MMC 610 is activated even if the connector 21 is connected to the charging port 191. Therefore, charging from the external power source 20 to the high voltage power source B1 cannot be performed. Furthermore, since the MMC 610 itself does not start, it is impossible to detect and store an abnormality in the starting circuit of the charging system and warn the user. In such a state, when the vehicle 1 travels, the distance that the vehicle 1 travels using the power of the high-voltage power supply B1 is shortened, and the burden on the engine 120 is increased unnecessarily.
  • the charging system check is performed in which the MMC 610 turns on the PIMR 50 at an arbitrary time to detect the presence or absence of the charging system even in the traveling mode. This is the most characteristic point of this embodiment.
  • the MMC 610 generates a request signal IGPset that requests that the PIMR 50 be forcibly turned on in order to activate a charging system that does not need to be activated if a predetermined condition is satisfied in the traveling mode. And output to the OR circuit 621 of the SMC 620 (see arrow ⁇ in FIG. 2).
  • the OR circuit 621 of the SMC 620 When receiving the request signal IGPset from the MMC 610, the OR circuit 621 of the SMC 620 outputs a signal for turning on the PIMR 50 to the PIMR 50 via the OR circuit 640.
  • the MMC 610 receives the signal IGP after outputting the request signal IGPset, it determines that the activation circuit of the charging system is normal. On the other hand, when MMC 610 does not receive signal IGP after outputting request signal IGPset, it determines that the activation circuit of the charging system is abnormal.
  • FIG. 3 is a flowchart showing a processing procedure of the MMC 610 when performing the above-described charging system check. This flowchart is repeated at a predetermined cycle time.
  • S is basically realized by software processing by the MMC 610, but is realized by hardware processing by an electronic circuit or the like provided in the MMC 610. May be.
  • MMC 610 determines whether or not the operation mode is the traveling mode. If it is the travel mode (YES in S10), MMC 610 determines that it is activated in response to the user performing an operation requesting the travel mode, and moves the process to S11. Otherwise (NO in S10), this process is terminated.
  • MMC 610 determines whether or not connector 21 and charging port 191 are disconnected. This determination is a process for confirming that it is not necessary to activate the charging system. For example, the MMC 610 can determine that the connector 21 and the charging port 191 are not connected when the plug-in signal P is not received. Further, the MMC 610 can also determine that the connector 21 and the charging port 191 are in a disconnected state when the vehicle 1 is actually traveling beyond a predetermined speed. Further, it may be determined that the connector 21 and the charging port 191 are in a disconnected state in the Ready-ON state described above. If a positive determination is made in this process (YES in S11), the process proceeds to S12. Otherwise (NO in S11), this process ends.
  • MMC 610 determines whether or not the charging system check has already been completed in the current trip.
  • MMC 610 If the charging system check is not yet completed in this trip (NO in S12), MMC 610 outputs the above-described request signal IGPset to OR circuit 621 of SMC 620 in S13 (see arrow ⁇ in FIG. 2). .
  • MMC 610 When MMC 610 receives signal IGP until a predetermined time elapses after outputting request signal IGPset (YES in S14), it determines that the charging system is normal in S16.
  • MMC 610 does not receive signal IGP until a predetermined time has elapsed after outputting request signal IGPset (NO in S14, YES in S15), the charging system is abnormal in S17. At the same time, in S18, the display device 310 is displayed to warn the user that the charging system is abnormal. At S20, MMC 610 stores in memory that the charging system check has been completed on this trip.
  • MMC 610 stops outputting the request signal IGPset in S19.
  • FIG. 4 is a timing chart of signals input to and output from the MMC 610 when the user performs an operation of turning on the start switch.
  • the ignition request signal IGreq changes from off to on.
  • the MR 40 is turned on, and the signal IG is input to the MMC 610.
  • the MMC 610 is activated.
  • the MMC 610 outputs a signal IGkeep and keeps the MR 40 on. Thereby, the operation mode becomes the “traveling mode”.
  • the MMC 610 When the MMC 610 confirms that the connector 21 and the charging port 191 are not connected, the MMC 610 outputs a request signal IGPset to the OR circuit 621 of the SMC 620.
  • the OR circuit 621 When receiving the request signal IGPset, the OR circuit 621 outputs a signal for turning on the PIMR 50 to the PIMR 50 via the OR circuit 640.
  • the PIMR 50 is turned on in response to the output of the request signal IGPset, so that the MMC 610 The signal IGP should be input.
  • the MMC 610 when the signal IGP is not input to the MMC 610 even at the time t3 when a predetermined time has elapsed since the output of the request signal IGPset, the MMC 610 includes the activation circuit of the charging system including the PIMR 50. It is determined that an abnormality has occurred in any of the locations. Then, MMC 610 displays a warning on the display device 310 that the activation circuit of the charging system is abnormal and warns the user.
  • the MMC 610 outputs a signal for forcibly turning on the PIMR 50 in the traveling mode, and then detects an abnormality in the charging system based on whether the PIMR 50 is turned on. Therefore, it is possible to detect whether the charging system is abnormal before the user actually starts the charging operation. And when abnormality of a charging system is detected, it becomes possible to prompt a user to repair a charging system by alerting a user to that effect.
  • the charging system is abnormal when it is not detected that the PIMR 50 is in the ON state even though the signal for turning on the PIMR 50 is output.
  • the charging system abnormality specifically, the PIMR 50 is fixed in the ON state and turned off. You may deform
  • FIG. 5 is a flowchart showing the processing procedure of the MMC 610 according to the present modification. The flowchart shown in FIG. 5 is executed in addition to the processing of the flowchart of FIG. 3 during the traveling mode.
  • MMC 610 determines whether or not the output of request signal IGPset is stopped in the process of S19 in FIG.
  • MMC 610 determines whether signal IGP has been turned off until a predetermined time has elapsed since output of request signal IGPset was stopped ( S22, S23). MMC 610 determines that the charging system is normal when signal IGP is turned off until a predetermined time elapses after output of request signal IGPset is stopped (YES in S22, S26), and otherwise PIMR 50 is set. It is determined that there is an abnormality that cannot be turned off, and the user is warned (NO in S22, YES in S23, S24, S25).
  • the flowchart shown in FIG. 5 may be executed independently during the charging mode. In this case, it may be determined in S21 of FIG. 5 whether or not the charging mode end processing is being performed, that is, whether or not the output of the signal IGPkeep is being stopped. Then, if the reception of the signal IGP is not stopped despite the output of the signal IGPkeep being stopped, it may be determined that an abnormality that the PIMR 50 is stuck in the on state and cannot be turned off has occurred.
  • the method of detecting an abnormality of the charging system using the request signal IGPset in the traveling mode has been described.
  • FIG. 6 is a flowchart showing the processing procedure of the MMC 610 according to the second embodiment. This flowchart is repeatedly performed at a predetermined cycle time except after the processing of S38.
  • MMC 610 determines whether or not the operation mode is the charging mode. If in the charging mode (YES in S30), the process proceeds to S31. Otherwise (NO at S30), the process ends.
  • MMC 610 determines whether or not pre-air conditioning request signal ACreq is input. If pre-air conditioning request signal ACreq is input (YES in S31), the process proceeds to S32. If pre-air conditioning request signal ACreq is not input (NO in S31), the process proceeds to S34. In the case where the pre-air conditioning request signal ACreq has not been input, if the user has not requested the pre-air conditioning operation and the pre-air conditioning request signal ACreq has not been input from the beginning, the user can cancel or perform the pre-air conditioning operation. And the case where the pre-air-conditioning request signal ACreq, which was turned on due to a power failure or the like, turns off, is included.
  • MMC 610 controls air conditioning unit 300 to perform the pre-air conditioning operation.
  • MMC 610 outputs request signal IGPset to OR circuit 621 of SMC 620 at any time until the pre-air-conditioning operation is completed.
  • MMC 610 determines whether or not signal IGP is received. If signal IGP is received (YES in S34), the process proceeds to S35. If signal IGP has not been received (NO in S34), the process proceeds to S38.
  • MMC 610 determines whether or not the charging permission condition is satisfied.
  • the charge permission condition is, for example, a condition that the amount of power charged in the high voltage power supply B1 does not exceed the allowable value and the plug-in signal P is received. If the charging permission condition is satisfied (YES in S35), the process proceeds to S36. If not (NO in S35), the process proceeds to S37.
  • MMC 610 controls charging device 190 to execute charging from external power supply 20 to high voltage power supply B1. That is, the MMC 610 supplies the high-voltage power supply B1 with power obtained by converting the power from the external power supply 20 into power that can be charged into the high-voltage power supply B1.
  • MMC 610 stops outputting request signal IGPset. In S38, MMC 610 prohibits charging from external power supply 20 to high voltage power supply B1, and stops the subsequent processing.
  • FIG. 7 is a timing chart of signals input to and output from the MMC 610 when the user requests a pre-air conditioning operation by remote control during the charging mode.
  • the plug-in signal P changes from off to on.
  • the PIMR 50 is turned on, and the signal IGP is input to the MMC 610.
  • the MMC 610 is activated.
  • the MMC 610 outputs the signal IGPkeep and keeps the PIMR 50 on.
  • the operation mode becomes the “charging mode”.
  • the ignition request signal IGreq changes from off to on. Accordingly, MR 40 is turned on, air conditioning unit 300 is activated, and signal IG is input to MMC 610.
  • the MMC 610 that has received the signal IG outputs the signal IGkeep and keeps the MR 40 on. As a result, the operation mode is shifted from the “charging mode” to the “traveling mode”, and the pre-air conditioning operation is performed.
  • the MMC 610 stops the output of the signal IGPkeep at time t5 when the operation mode is changed from the “charge mode” to the “travel mode”.
  • the PIMR 50 is turned off at this time, and the signal IGP is not input to the MMC 610 (see the one-dot chain line in FIG. 7). Therefore, conventionally, when the output of the signal IGkeep is stopped and the signal IG is also turned off at time t6 when the pre-air conditioning operation is completed, the MMC 610 is stopped. This makes it impossible to return to the charging mode again after the pre-air conditioning operation is completed.
  • the request signal IGPset is output and the output of the signal IGPkeep is maintained.
  • the PIMR 50 is kept on and the MMC 610 is kept in the operating state. Therefore, after completion of the pre-air conditioning operation, the charging mode is returned again.
  • the MMC 610 forcibly keeps the PIMR 50 on when the mode is shifted to the traveling mode for the pre-air-conditioning operation during the charging mode. Thereby, even if MR40 is turned off when the pre-air-conditioning operation is completed, MMC 610 can be maintained in the operating state and returned to the charging mode again. Therefore, after completion of the pre-air conditioning operation, the charging from the external power source 20 to the high voltage power source B1 can be continued until the user starts the vehicle 1, and the travelable distance with the power of the high voltage power source B1 is made longer. can do.
  • the air conditioning unit 300 when the air conditioning unit 300 is operated using the power converted from the power of the high voltage power supply B1 and the pre air conditioning operation is performed, the power consumed in the pre air conditioning operation is supplemented after the completion of the pre air conditioning operation.
  • the state of charge of B1 can be restored to the state before the pre-air conditioning operation or to a state beyond that. Therefore, it is possible to appropriately prevent the travelable distance with the power of the high-voltage power supply B1 from being shortened by the pre-air conditioning operation.
  • the charging system check described in the first embodiment may be performed after the request signal IGPset is output in the process of S33 of FIG. That is, when the signal IGP is received before the predetermined time elapses after the request signal IGPset is output in the process of S33 in FIG. 6, the charging system is determined to be normal. You may judge that it is abnormal. In this way, the charging system check can be performed even when the mode is shifted to the traveling mode for the pre-air-conditioning operation during the charging mode.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention porte sur un véhicule (1) dans lequel une alimentation électrique haute tension (B1) peut être rechargée en énergie à partir d'une alimentation électrique extérieure (20). Pour mettre en marche, pendant le mode circulation, un système de recharge qui est fondamentalement inutile pour le démarrage, le microordinateur principal (MMC) (610) d'un dispositif de commande (600) envoie à un sous-microordinateur (SMC) (620) un signal de requête (IGPset) qui requiert l'activation forcée d'un relais principal de mise en circuit (PIMR) (50). Le SMC (620), lorsqu'il reçoit le signal de requête (IGPset), envoie au PIMC (50) un signal qui active le PIMR (50). Dans les cas où l'alimentation électrique basse tension (B2) n'est pas fournie par l'intermédiaire du PIMR (50) à la suite de l'envoi du signal de requête (IGPset), le MMC (610) suppose que le circuit de démarrage du système de recharge est défectueux et avertit l'utilisateur.
PCT/JP2010/052692 2010-02-23 2010-02-23 Véhicule WO2011104808A1 (fr)

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CN201080064689.4A CN102770301B (zh) 2010-02-23 2010-02-23 车辆
JP2012501547A JP5273288B2 (ja) 2010-02-23 2010-02-23 車両
US13/580,652 US9030164B2 (en) 2010-02-23 2010-02-23 Vehicle
DE112010005299.9T DE112010005299B4 (de) 2010-02-23 2010-02-23 Fahrzeug mit einem Energieversorgungsschalter, dessen Normalität beim Starten überprüft wird
PCT/JP2010/052692 WO2011104808A1 (fr) 2010-02-23 2010-02-23 Véhicule

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US9623761B2 (en) * 2010-12-22 2017-04-18 Ford Global Technologies, Llc Vehicle and method for authenticating a charge station
JP5919845B2 (ja) * 2012-01-30 2016-05-18 トヨタ自動車株式会社 車両
JP6553556B2 (ja) * 2016-08-08 2019-07-31 トヨタ自動車株式会社 自動車
CN109687498B (zh) * 2018-12-12 2021-03-02 国网冀北电力有限公司电力科学研究院 换流站双极并联运行线路倒闸系统及方法
JP7047744B2 (ja) * 2018-12-13 2022-04-05 トヨタ自動車株式会社 充電制御装置及びそれを備える車両
CN115848191B (zh) * 2022-12-22 2023-07-07 深圳时代能创软件科技有限公司 电动汽车交流充电桩充电控制系统及方法

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JPH0595607A (ja) * 1991-05-16 1993-04-16 Honda Motor Co Ltd 電気走行車
JPH106885A (ja) * 1996-06-20 1998-01-13 Y N S:Kk 車両電装品の故障診断装置
JP4222355B2 (ja) * 2005-09-29 2009-02-12 トヨタ自動車株式会社 駐車支援装置および車両と地上機器との間の電力授受方法
JP4179379B2 (ja) * 2007-01-04 2008-11-12 トヨタ自動車株式会社 車両およびその制御方法ならびに車両の制御方法をコンピュータに実行させるためのプログラムを記録したコンピュータ読取可能な記録媒体
US8368346B2 (en) * 2007-03-26 2013-02-05 The Gillette Company Portable energy storage and charging device
JP4894646B2 (ja) * 2007-06-15 2012-03-14 トヨタ自動車株式会社 充電装置および充電システム
JP4400660B2 (ja) * 2007-09-04 2010-01-20 トヨタ自動車株式会社 電動車両
JP2009100565A (ja) * 2007-10-17 2009-05-07 Toyota Motor Corp 電動車両
JP4254894B1 (ja) 2007-11-29 2009-04-15 トヨタ自動車株式会社 充電システムおよびその作動方法
JP2009189154A (ja) 2008-02-06 2009-08-20 Toyota Motor Corp 電動車両および電動車両の異常部位特定方法

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DE112010005299T5 (de) 2012-12-27
WO2011104808A1 (fr) 2011-09-01
JP5273288B2 (ja) 2013-08-28
DE112010005299B4 (de) 2015-11-26
CN102770301B (zh) 2014-03-05
CN102770301A (zh) 2012-11-07
US9030164B2 (en) 2015-05-12
US20120313581A1 (en) 2012-12-13
JPWO2011104808A1 (ja) 2013-06-17

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